Fuel-supply apparatus



. July 2, 1929. E. DICKEY FUEL SUPPLY APPARATUS Filed Nov. 30, 1926 Patented July 2, 1929.

UNITED ;sT TEg-i ATEurorrlca.

mums'r mcxny, or DAYTON, 0310, ASSIGNOR 'ro DELCO-LIGHT company, or DAYTON, 01110, A conronamIoN-or DELA ARE.

,runn-surrnr arrma'rus Application'flled November 30, 1926. Serial No. 151,815..

The present invention relates to apparatus for supplying fuel to an internal-combustion engine, and particularly to apparatus for controlling the proportions of fuel and air to secure easy starting ofthe engine and efiicient engine operation.

The present invention is particularly adapted for a power plant including an internal-combustion engine and a generator" driven thereby, and it is one of the objects of the present invention to varythe progorin'e engine starting apparatus.

One manner of carrying out the object of this invention is to control the fuel mixture proportion by a thermostat which is responsive to the temperature of the field frame of the generator. When the loadon the generator is light the voltage impressed on the field windings will be higher than when the load on the generator is heavy. The heating effect of the electrical current flowing through the field coils will be greater when the load is light than when the load is heavy. This variation is taken advantage of in controlling the engine carburetor in a manner such that the fuel mixture will be richer when the load is heavy than when the load is light. The thermostat may also be responsive to environment temperature, so that the fuel mixture proportions will be richer upon starting the en ine in cold weather than in warm weather. buring the warming-up period of the engine the mixture will become gradually leaner as the generator frame increases in temperature.

Further objects and advantages of the pres- I cut invention will be apparent from the following description, reference being had to the accompanying drawings, wherein a preferred form of embodiment of the present invention is clearly shown.

In the drawings:

Fig. 1 is a front view of an internal-combustion engine showing the improvement connected therewith;

Fig. 2 is a side'view looking in the direction of arrow 2 in Fig. 1; and

' Fig. 3 is a view showing a detailain larger scale.

Referring to the drawings, there is shown an internal-combustion engine 20 carried on .a'base 21 and provided with a flywheel 22.

tion shown in Fig. 1.

The flywheel 22 is provided with a peripheral groove 23 whichis adapted to receive a disc 24. A starting motor 26 is pivotally carried by pins-27 on brackets 28, which brackets are suitably secured to the base 21. Current to the motor 26 is supplied by wires 30 and 31, and the motor drives the disc 24. \Vhen the engine isidle, or when'the engine is selfoperative, the-motor 26 isin the position shown in Fig. 1, in which position the disc is not in engagement with the flywheel. However, when the motor is energized for cranking purposes, the armature and disc tend to move in a clockwise direction and the motor frame will move about pin' 27 in a counterclockwise direction due to torque reaction. The moviement of the motor frame will cause the disc 24 to engage the side walls of groove 23 to drive the flywheel. W'h'en the engine 20 becomes self-operative, the fiywheel will tend to drive the disc and in so doing'will throw the motor 26 to the posi- A'c arburetor 33 of the conventional type and having a fuel mixing chamber is provided. A plate 34, provided with an air passage 35 which communicates with the air inlet to the mixing chamber, is secured to the carburetor. Fuel is delivered to the carburetor by a pipe. 36. A valve 37 is pivotally carried by the carburetor by a screw 38. Valve 37 is connectedby a rod 39 with the rocking motor26 and is arranged to control the flow of air through the air inlet 35. When the starting motor is rocked to the engineand when the engine is self-operative an the;

motor has returned to its non-cranking posi tion, the valve will assume the position shown by the full lines in the drawing. Thus,

during the cranking operation, the valve 37 will impede the flow of air to the carburetor whereby a relatively large quantity of fuel will be drawn into the mixing chamber, whereby a rich mixture of fuel is obtained for starting purposes.

The engine 20 drives a generator 40, preferably of the shunt-wound type, and having afield frame 41. The details of the power plant are not shown herein, but may be similar to the power plant shown in the Patent- No. 1,526,988 to Lester S. Keilholtz and Ernest Dickey, patented February 17, 1925. A thermostat, herein. shown as a bimetallic l temperature will affect thebimetallic blade I blade 42, is thermallyconnected at one end thereof with the field frame 41. The-other or movable end is connected by a rod 43 with a valve-44. This Valve 44 is pivoted to plate 34 by screw 45 and is arranged to control the air inlet 35. When the generator is cold, the valve 44 will be in the position shown in the drawing. After the engine is self-operativeand drives the generator, the generator temperature will increase. This increase in 42 -and the movable end thereof will move downwardly and increase the opening in .the ai r'inlet 35. The construction and arrange- ;ment of the blade 42 is computed, relative to the engine and generator, so that the proper proportions of fuel mixture will delivered is relatively high and the field frame will be heated quickly. However, when there is a large demand, the voltageof the generator is relatively low and the field frame will not be heated'as quickly. Thus the proportions of the fuel mixture will be varied in accordance with the demand for current, and in this manner the engine will operate efficiently under all load conditions. This construction is particularly advantageous when the engineis cold since, under that condition,"a

relatively richer mixture is desirable when thereis a large load on the engine than when there is a smaller load. M While the form of embodiment of the invention as herein disclosed constitutesa preferred form, it is m be understood that other forms might be adopted, all coming within the scope of the claims-which follow. I

What is claimed is as-follows': 1. In combination, an internal-combustion engine having afuel mixing chamber, said chamber having an airinlet anda fuel inlet,

a generator driven'by the engine, and means responsive to the temperature of the generator for varying the proportions of fuel and air-delivered to the mixing chamber.

2. In combination, an internal-combustion I engine having a fuel mixing .chamber, said chamber havlng an an inlet. and a fuel inlet,

a generator driven by the engine, and means for varying the proportions of fuel and air delivered to the mixing chamber including a thermostat in thermo-conta'ct with the gen-v erator.

3. In combination, an internal-combustion engine hav ng a fuel m1x1ng chamber, said chamber having an air inlet and a fuel inlet, a generator driven by the engine, and means responsive to the temperature of the field frame of the generator for varying the proportions'of fuel and air delivered to the mixing chamber. i

In testimony whereof I hereto afiix my signature. 7

' ERNEST DIOKEY. 

